Oh yeah, there's also that whole blower thing. Shoving 25 psi of boosted air through all of that paraphernalia is a ProCharger F2 centrifugal supercharger driven by a cog belt for a miniscule amount of belt slippage. Chilling the air charge is a ProCharger 1,300hp air-to-air intercooler. As is common knowledge, running a blower means having an ECM and an accompanying tune that's spot on. Brian was of the opinion that if someone was going to handle that part of the job, it might as well be him. He ditched the factory ECM for an Accel Gen VII system that is wired to an MSD Digital 7 box, HVC II coil, Taylor plug wires, and NGK 5238 plugs. The exhaust system needed to be in compliance (there's that word again) with the inlet side of things. Hooker 2-inch primary tube headers dump the exhaust through 3-inch collectors, Walker mufflers, and 3-inch-diameter tubing.
Knowing the engine would make an inordinate amount of power and torque, Brian revamped the suspension and drivetrain to complement it. A Scott Wolford-prepped Lentech AOD houses a Precision Industries 4,000-stall converter in the bellhousing. A Hayden trans cooler keeps the fluid's temperature down, while a Ford Racing Performance Parts aluminum driveshaft mates the output shaft of the trans to the pinion of the Ford 8.8-inch rear that was beefed up with a TA Performance rear cover, Strange spool, 33-spline axles, and highway-friendly 3.27 gears. Strange 90/10 shocks and 130-pound springs fling the weight to the rear of the Mustang upon launch, and UPR tubular upper and lower control arms lighten the heft on the 17x9 FR500 wheels and 255/45-17 tires. Keeping the car tracking straight are Maximum Motorsports caster/camber plates, while a UPR tubular K-member not only allows the front end of the Fox-body to shed some more pounds, but lets the motor sit low enough in the car to allow Brian to keep the stock hood.
With the front suspension worked over, the back was refurbished and improved upon as well. Brian kept in stock-spec rear shocks but swapped out the stock springs for a pair of BBK coils. Custom subframe connectors tie the frame together, while a Competition Engineering antiroll bar keeps the body level. UPR upper control arms replace the stock items, and pounding the pavement are 17x10.5 FR500 rims wrapped in 275/40-17 Mickey Thompson drag radials. Stopping power comes from 13-inch front and 11.65-inch rear Cobra brakes.
The looks of both the sheetmetal and the interior of Brian's notch are all business. A no-nonsense black paint job replaced the blue, while Clark Racing Chassis and Maximum Motorsports helped out with getting the rollcage up to 8.50-second specifications. Auto Meter gauges keep Brian abreast of the beast under the hood, while a Wolfe Race Craft 'chute mount aids him in slowing the nimble Pony down after each 9.50-second, 150-mph quarter-mile blast.
The fact that I can drive this car to the track, run in the nines, and then drive it home with the radio on is what makes this car so much fun," Brian says. "My goal has always been to keep the car clean looking while putting down good numbers. Strangely enough, though, the part that seems to impress everyone the most is that I was able to keep the stock hood."
That and the fact that every time Brian goes for a spin in the car, everyone listens to what the car is saying: "Don't mess with me."
 While you can't see the goods...  While you can't see the goods that go along with Brian's Mustang being certified and legal for mid-eight-second passes, it's obvious how he keeps tabs on the powerplant. The mostly stock gray interior matches the black exterior, while a trio of Auto Meter gauges and the Monster tach and LED shift-light help Brian to safely and consistently navigate the strip. |  Compliance is the game, and...  Compliance is the game, and Brian Zaid is his name. Don't let him sic his Mustang on you. |  Menacing with its no-BS appearance,...  Menacing with its no-BS appearance, Brian's '89 notchback has the perfect stance to go along with its rough-and-tumble attitude. The nimble Pony has the swagger behind the talk as well. |